But at Mazda North American Operations, Robert Davis is falling on his sword.

Davis, Mazda's senior vice president of product development and quality, is taking the blame for delaying the U.S. launch of the MazdaSpeed6.

The high-performance sedan was to have arrived at car dealerships in June with a base sticker of $28,555, including destination. But 30 days before Job 1, Davis wouldn't sign off on the North American edition of the car. As a result, the MazdaSpeed6 will not arrive until November.

Davis' problem: He felt the transmission's final drive was not right for the U.S. market. The final drive is the last set of gears before power is delivered to the wheels. The drive determines the speed ratio between the drive shaft and wheels.

Initially, the U.S. versions had a lower final-drive ratio for lower engine revs while freeway cruising. The ratio brings slower acceleration but slightly better gasoline mileage. The Japanese and European editions had a higher final-drive ratio for quicker bursts of speed.

After evaluating both versions, the Japanese and European engineers decided to go with the U.S. edition's gearing as well. Suppliers were contacted, production dates were set.

But Davis then saw the original Japanese-market prototype and was smitten. He felt that the original, higher Japanese final-drive ratio, when mated to the 2.3-liter turbocharged engine's 274 hp and 280 foot-pounds of torque, was better suited for MazdaSpeed6 customers.

"The way the torque comes on, it's actually better with a higher final-drive ratio," he said.

Davis took his case to Jim O'Sullivan, CEO of Mazda North American Operations, who gave Davis his vote of confidence.

The main cause for the delay was the EPA's recertification process.

Mazda expects U.S. sales of about 6,000 units a year, the most of any market.

As a result of the delay, Japan and Europe will get the initial U.S. production allocation. The United States will get a larger chunk of production down the line.